Aeroplane control



P. WABMINSKI. AEROPLANE CONTROL.

APPLICATION FILED DEC. 22,1921. 1 432 5 03, Patented July 11, 1922.

3 SHEETS-SHEET I.

P. WARIVHNSKI.

AEROPLANE CONTROL- APPLICATION FILED 05022 1921.

1,422,508. Patented July 11', 1922. 1

3 SHEETS-SHEET 2.

I F'IGLS.

P. WARMINSKI.

AEROPLANE CONTROL- APPLICATlON' FILED vac. 22. 1921.

Patentd July 11,1922.

3 SHEETS-SHEET 3.

FIG. 4.

PIO'IR VTARHIINSKI, OF BALTIMORE, MARYLAND.

AEROPLANE CONTROL.

aeasoe.

Specification of Letters Patent.

Patented July ii, 1922.

Application filed December 22, 1921. Serial No. 524,054.

To all whom it may concern Be it known that L-PIQTR WARMINSKI, a' citizen of Poland, residing at Baltimore, in the county of BaltimoreCity and State of Maryland, have invented certain new and useful Improvements in Aeroplane Controls, of which the following is a specification.

This invention relates to certain new and useful improvements in controlling devices for aeroplanes, and has particular reference to the idea of controlling the flow of gasoline ormotive fluid to the engine of an aeroplane wherebyv the mechanism associated with the flow of motive fluid may be set at the point to cause the aeroplane to stop in its flight after traveling a certain distance.

The invention being especially designed for use in connection with bombingmachines or explosive devices may be associated with aeroplanes of any size or proportion, it being intended, as an illustration, to construct comparatively small machines to be carried by larger ones and also capable of attachment to obsolete aeroplanes, or aeroplanes intended for scrapping.

A'further object of the invention is to provide a controlling device for aeroplanes wherein a spring motor associated with a train of gearing is adapted for the shifting of an'arm to shut elf the supply of motive fluid to the gas engine of the aeroplane, the movable arm for controlling the supply of the motive fluid being initially set in various positions to vary the length of travel of the aeroplane for the motive supply before the fluid supply to the motor is shut off, the aeroplane carryingan explosive or other destructive matter to be released when the aeroplane alights.

VVith the above general objects in view and others that will appear as the nature of the invention is better understood, the same throughout the several views,

broken away of an aeroplane showing the present invention operatively associated therewith,

Figure 2 is a vertical sectional view of the housing containing the spring motor Figure 1 is a sideelevational view, partly mechanism for controlling the supply of motive fluid or gasoline to the aeroplane engine, showing the vertically movable arm supported on the rotatable screw shaft for operating the tensioned valve to stop the feed of the gasoline,

Figure 3 is a horizontal sectional view taken on line IIIIII of Fig. 2 showing the train of gearing of the spring motor.

Figure 4: is a detail sectional view taken on line IV--IV of F ig.'2 showing the gear ing train operating the screw shaft for moving the-valve actuating arm,

Figure 5 is a detail sectional view taken on line V.V of Fig. 2 showing the hinged slotted guide for the'valve actuating arm,

Figure 6 is a detail sectional view taken on line VIVI of Fig. 2 showing the screw pin connection between the hinged slotted guide for the valve actuating arm and a bracket, I

Figure 7-is a detail sectional view taken on line Vin-vii of Fig. 2 showing the valve actuating arm working in the slotted guide with the outer end of the arm overlying the upper end of the valve stem for.

operated by the motor 5, the forward end of the fuselage being provided with a bearing block or mounting .6 for said motor. The fuel supply for the motor includesa'gasoline tank 7 having pipe lines 8 and 9 leading to the motor while controlling mechanism for regulating the supply of fuel to the motor is arranged within the casing 10 having a side door opening 11 and through which the pipe sections 8 and 9 extend.

The controlling means for the fuel supply embodies a spring motor mechanism including a train of gearing and a screw shaft supporting an arm that actuates a valve in the fuel supply pipe, there being'illustrated a bracket plate 12 secured to one side wall of the casing 10 and having spaced inwardly directed arms 13, 14 and 15; A-perpendicular shaft 16 having a key portion at its upper end is journaled in the outer end ofthe arm 13 and carries a gear 17, a coil band spring 18 surrounding the shaft 16 and se cured thereto at its inner end as at'19 while the outer end of the spring is secured as at 20 to the adjacent wall of the casing 10.

A train of gearing is associated with the power gear 17, the same including a gear 21 journaled on the arm. 14 and having fixed thereto a pinion 22 in mesh with a gear 23 journaled on the bracket arm 15, the gear 23 carrying a pinion 24as clearly shown inFig. 3.

The opposite wall of the casing 10 supports a bracket=plate 25-carrying inwardly directed arms 26, 27, 28, and 29, the arm 27 supporting a relatively large gear wheel 29 that meshes with the pinion 24 associated with thegear wheel 23. Apinion 36 carried by'the gear 29 meshes with the gear 31 journaled on thearm 28 while the pinion 32' carried by the gear'3l meshes with the gear 33 journaled onthearm 29, said gear 33 being fixed to theupper end of the perpendicular screw shaft 34 shown more clearly. in Figs. 2 and 4, and journaled atitslowerend in. the bearing 35 carried bythe bottom wall of-the' casing 10. A:weighted governor is associated with the train of gearing, the same including the pinion 36 journaled on the outer end of the arm 26 and in mesh with the gear 29, said pinion 36-carrying a weighted governor' 37' as clearly shown in F ,igs. 2, 3 and 4. i

A perpendicular slotted guide 38 is hinged at its lower ends as at 39 to the bott0m"wallofithe casing 10 and has'the upperend thereof detachably secured by the screw 40 to the outer end of the arm 29- as shown in Figs. 2 and'6. valve actuating arm-41 having'an' operating end 42 freely extends through the slotted guide" 38 and has the inner end 43 thereof threaded onto the screw shaft 34. The liquid fuel in the tank- 7 passing through the pipe sections 8 and 9 is'valve controlled, the pipe sections 8 and 9, as shown in Fig. 2 entering; a valve block 44 with the passage through the" ock controlled by the valve 45 tensionecl as at'46 and carrying an upwardlytprojecting stem 47 that is vertically alined with the operating end 42 of the valve actuating arm 41.

In the operation of the device, it being desired to cause the aeroplane to travel a certain distance and then have'the fuel sup ply shut off, the slotted guide 38 is disengaged from the bracket arm 29 and moved outwardly-as indicated by the arrow line in Fig. 2 to permit perpendicular adjustment of the valve actuating arm 41 upon thev screw shaft 34. The slotted guide is then returned'to the position shown in F ig.- 2

and securedby the thumb screw 40. In placing the spring 18 under tension, the sliding hand catch 17 shown in Figs. 2 and 3 is disengaged from the gear 17 and a key applied to the upper end of the shaft 16 will cause a rotation of the shaft to place the spring under tension, movement of the gear 17 being controlled by the hand operated'catch' l7 and with the valve actuating arm 41 spaced from the valve stem 47, the flow of motive fluid to the tank 7 from the motor 5 is unobstructed. The catch l7 is then disengaged from the gear 17 and the spring motor 18 functions to rotate the train ofgearing, the speed of rotation being bal-' anced by the governor 37, while said gear+' ing train rotates the screw shaft 34; The

valve actuating arm 41 threaded on i the screw shaft 34 being prevented from rotary" movement by freely extending through the slotted guide 38 is caused to move down wardlyin a direction toward thevalve stem 47, and when the aeroplane has traveled the distance for which the same was primarilyset, the operating end 42 of'the valve actuating armengages the valve stem 37 to" close the valve 45 in the valve block 40 and accordingly shut off the supply of liquid fuel from the pipe section 8 to the pipe section 9 thereby causing the stopping of the motor 5 and the collapse or descent of the entire aeroplane. The threaded ratio on the screw shaft 34 is so correlated with the ten sion of the spring motor 18 that thedefi nite' positioning of the actuating .arm' 41 upon the screw shaft will greatly determine the length of travel of the aeroplane be-' fore the stopping ofthe motor'5.' The device is designed for carrying'explosivesor projectiles into the lines of the enemy and may also be employed for practice and destruction work in the scrapping of obsolete aeroplanes, the same being extremely simple in construction and operation and readily adaptable to aeroplanes of all types .of manufacture. a i

What is claimed as new is 1. Means for controlling the flow offiuid comprising a fluid pipe, a controlling valve therefor, motor operated means to stop the flow of fluid including a gearing train, a screw shaft rotated thereby, a valve actuating arm threaded on said shaft rotated thereby, a valve actuating arm threaded on said shaft adapted to be moved into engagement with the valve, and a slotted guide for the valve actuating arm to prevent rotary movement of the arm relative to the screw shaft, said slotted guide being movableirelative to said arm to permit the arm to be moved relative to the screw shaft whereby the same may be initially set in the desired ing in combination with a pipe line having a controlling valve therein, motor mechanism associated with said valve adapted to be moved into engagement therewith for stopping the flow of fuel to the motor, said m0- tor mechanism including a spring driven gear train, a screw shaft rotated by said train, a slotted guide ositioned parallel with the screw shaft and a valve actuating arm threaded on the screw shaft and adapt- 10 ed to be moved into engagement with the valve.

In testimony whereof I aflix my signature.

PIOTR WARMINSKI. 

